Gear shifting mechanism for motovehicles



Nov. 11, 1941.

H, w. HEY

GEAR SHIFTING MECHANISM FOR MOTOR VEHICLES Fil'ed Jan. 22, 1940 2Sheets-Sheet 2 Ill H. W. HEY

Nov. ll, 1941.

GEAR SHIFTING MECHANISM FOR MOTOR VEHICLES Filed Jan. 22, 1940 2Sheets-Sheet l 3mm/vbo@ HEMQY W HEY y @www Patented Nov. 11, 1941 lHenry W. Hey, Richmond, Va., assigner to Automatic Shiite tion ofVirginia rs, Inc., Richmond, Va., a corpora.-

Application January 22, 1940, Serial No. 315,067

(Cl. I4-335) s claims. This invention relates to gear shiftingmechanisms for motor vehicles.

Numerous types of power-operated gear shifting mechanisms for motorvehicles have been developed. a number of which are highly advantageousin operation. In some installations, however, disadvantages have beenencountered with certain prior constructions due to their complications.operated shifting mechanisms employ a difterentiai iluid pressure motorhaving a follow-up `control valve mechanism for connecting the motor tothe intake manifold of the motor vehicle engine. In order to provide thedesired follow-up action and to provide the manually operated handlewith feel, it has been necessary to employ various types of walkingbeams or other For example, most prior power-` is provide a greatlysimplied and compact power-operated shifting mechanism wherein the spacerequired Vfor the entire mechanism is so minimized as to permit its usein modern vehicles leverage means in conjunction with the motor and itsvalve mechanism and connected to the manually operable handle.

Such installations cannot be employed with some motor vehicles becauseof the insufilcient space available for the various cumbersomemechanisms involved. Moreover, in some motor vehicle transmissionsshifting is accomplished by the swinging of a lever which is mounted toturn through such a great arc of movement between its two extremepositions that the prior mechanisms, while effective forpower-operatingrthe shift lever, do not provide suiilcient movement foroperating the lever manually in the event the shifting motor rails forany reason to operate. For example, in one well known motor vehicle, theshift lever is mounted to swing through an arc oi 155 degrees betweenits two extreme positions of movement and the walking beams or othercorresponding elements of prior constructions have prevented the manualswinging of the lever to its extreme positions in the event of a failurein power in the shifting motor.

It is now the common practice moreover to provide for the manualshifting oi.'l the gears oi a motor vehicle from a handle arrangedadjacent and beneath the steering wheel of the vehicle. Such handle isconnected by suitable rods. levers, etc., to directly transmit movementto the transmission sluit lever. Most prior power operated transmissionshifting mechanisms have been of such type as to require substantialreplacement of theparts conventionally employed for manually shiftingthe gears, thus involving substantial expense for the replacement ofparts and an increased cost in installation due to the additional'laborinvolved.

An important object oi the present inventionA where great diiiiculty hasbeen involved in emplcying prior types o1' shifting mechanisms.

A further object is to provide a mechanism of athis character whereinall walking beams and other similar v,expedientes have been eliminated,thus minimizing the space required for mounting the mechanism andreducing the cost of i manufacture of the complete mechanism.

A further object is to provide a power-cperated shifting mechanism@which lends itself particularly well to installation in vehicles havingmanual shifting means operated from a handle arranged beneath thesteering wheel, the mechanism requiring the replacement of a minimnumber of conventional parts.

A further object is to provide a mechanism of this character whichcompletely eliminates the difiiculties heretofore involved in providingfor the manual shifting of the gears in the event of a failure of powerin the shifting motor.

A further object is to provide a shifting mechanism wherein thevalve-operating rod extending from the steering column is connected totransmit movement to the valve mechanism at a point in close proximityto the point at which power of the motor piston is applied to eiect theshifting action whereby, upon a failure of power in the shifting motor,force is directly applied from the valve operating rod to such point ofpower application by the manual operation of the handle in almostexactly the same manner that manual shifting 'is accomplished in presentday thus simulating conventional shifting of the gears without theoperator having to employ the substantial -force required for operatingmanual shifting mechanisms.

Other objects and advantages of the invention will become apparentduring the course of the 4 following description.

a portion of a motor vehicle showing the invention applied,

Figure 2 is an enlarged fragmentary end elevation of the transmissionand associated elements, parts being broken away and parts being shownin section to illustrate the connection of the motor piston to the shiftlever,

Figure 3 is a central vertical longitudinal sectional view through theshifting motor and assoclatedparts,

Figure 4 is a transverse vertical sectional view on line 4-4 of Figure3, and,

'Figure 5 is a similar view on line 5-5 of Figure 3.

Referring to Figure 1, the numeral I8 designates the vehicle as a wholehaving the usual steering column II and steering wheel I2. The usualpower plant (not shown) delivers power through a transmission indicatedas a whole by the numeral I3. Such transmission is provided with anyconventional means for changing the gear ratio through the use oflongitudinally shiftable elements which are selected for operation bythe rocking of a lever arm I4, the selected shiftable member being movedby means of a rocking lever I5. The particular means for selecting andshifting the shiftable members may be of any desired type and forms nopart per se of the present invention.

The steering column is shown as being provided with an upper bracket I8having an extension I1 in which a rod or tube I 8 is mounted to rock andslide. The lower end of the tube is supported by means of an extensionI9 formed on a collar 28 carried by the steering column. 'An operatinglever handle 2I is connected to the upper end of the tube in such amanner that movement of the handle parallel to the steering column rocksthe tube I8, while movement of the handle transversely of the plane ofthe steering wheel effects axial sliding movement of the tube I8. The'handle lever 2I may be` provided with a suitable finger engaging element22 to facilitate operation of the handle lever 2I, the finger piece 22preferably being constructed in accordance with my prior Patent No.2,161,778, granted June The tubular member I8, its supporting means,

n and the handle lever 2I may form parts of a conordinarily is directlyconnected tothe free end of the lever I5, but such connection is notemployed in the present case, the rod 24 being employed for operatingthe valve mechanism of the shifting motor to be described.

InN order to manually select the shiftable members'ifor operation, axialsliding movement of the tube or rod I8 is employed for rocking the crankarm I4. For this purpose a bracket 25 is secured to the extension I9 andpivotally supports a bell crank lever 26, one arm of which is pivotallyconnected as at 21 to a sleeve 28 freely rotatable on the tube or rodI8. The sleeve 28 is fixed against axial movement with respect to thetube I8 by suitable collars 29, fixed to the tube I8 at opposite ends ofthe sleeve 28. One end of a rod 38 is connected to the other arm of thebell crank lever 28 and the other end of the rod is pivotally connectedto the free end of thecrank arm I4.

aztecas Referring particularlyto Figures 1 and 3, the numeral 3ldesignates a motor-valve unit as a Whole through which operation of thecrank arm I5 is effected by power. 'Ihis unit comprises a motor 32having a cylinder 33 which may be 'formed of drawn steel with anintegral head 33' at one end and) a removable head 34 at the other end,the latter head being provided with a frustro-conical extension 35 forapurpose to be described. The head 34 may be retained in position by anysuitable means such as hook bolts 38 extending through arms of a spider31 lying against the cylinder head 33' and provided at their oppositeends withhooks 38 engaging the head 34.

A relatively heavy supporting pin 39 extends through the head 33' andthrough the center of the spider 31. The pin 39 carries a pair ofdeformable washers 48 engaging opposite sides of a bracket 4I which maybe secured to the chassis ofthe vehicle or to any other suitable point.The stem 39 is provided with a nut 42 beneath which is a washer 43engageable against the adjacent washer 48. It will become apparent thatthe supporting means for'fthe cylinder permits it to rock withinlreasonable limits.

A piston 44 is reciprocable within the cylinder 32 and is provided witha tubular piston rod 45 slidable in a bearing 46 carried by the cylinderhead 34. A connecting head indicated as a whole by the numeral 41 iscarried by the free end of the piston rod 45. The head 41 carries atransversely extending pin 48 extending through the free end of thecrank arm I5 to pivotally connect the piston rod 45 thereto. The head 41carries two preferably integral transversely extending cylindricalportions 48 and 58 the former of which is connected by a flexible hose5I to a source of non-atmospheric pressure, such as the intakev manifoldof the motor vehicle engine. The extension 58 forms the air inlet forthe device and may communicate directly with the atmosphere or maybesupplied with air through a flexible hose 52 leading to a suitable aircleaner (not shown) such as the carbureter air cleaner of the vehicleengine.

It will be obvious that reciprocation of the piston will turn'the crankarm I5 and the axis of the pivot member 48 turns in an arc of a circleconcentric with the turning axis of the crank I5. The deformable washers48 permit the motor to alter its position in accordance with suchturning movement of the crank arm I5. The piston rod 45 obviously slidesthrough the bearing 46 to effeet turning movement of the crank arm I5,and to exclude dust and other foreign material from the bearing 46, arubber or similar boot 53 surrounds the piston rod and has its oppositeends seating in grooves 54 and 55 formed in the bearing 46 and head 41respectively.

A tube 56 is arranged concentrically within the piston rod 45 and theannular space 51 between these elements forms the vacuum connection `forthe valve mechanism to be described, this space communicating with theinterior of the extension 49. The right hand end of the tube 56 asviewed in Figure 3, is surrounded by a sealing collar 58 and the lefthand end of the tube 58 has a snug or driving t within an axial opening59, formed in the head 41 and with which the interior of the air inletextension 58 communicates.

From the foregoing it will be apparent that the space 51 -forms'thevacuum connection for the motor while the space within the tube 46 formsthe air connection, and communication between opposite ends o t themotor and the air and vacuum'connections is controlledby a valve 60slidable within the right hand end of the tubular connecting rod asviewed in Figure 3. This valve is provided with an axial cylindricalopening 6I extending throughout the greater portion oi its length anddirectly communicating with the interior of the tube 66. T he space 6Iwithin the valve is provided with an axial opening 62 communicating withan annular groove 63 and this groove controls the admission of air intothe right hand end of the cylinder 33, Aas will be described. The valveis iurther provided with an elongated vacuum groove 64 which controlsconnection of opposite ends of this cylinder 33 with the source oivacuum through the space 56.

The piston 44 is provided with ran extended portion 65 and thefrusto-conical cylinder head portion 45 is provided to receive theextension 65 to permit the piston 44 to move the desired distance withinthe cylinder 33. The extension 65 is provided with a passage 66 whichmaintains constant communication between the vacuum space 6i and thevacuum groove 64 of the valve. As shown in Figures 3 and 5 the extension65 is provided with a downwardly and laterally extending port 61 whichcommunicates at one end with the adjacent end of the cylinder 33. Theother end of the port 61 is adapted to communicate either with the.vacuum groove 64 or with the atmospheric space between the valve 60 andtube 56 depending upon the position of the valve, the latter, in theposition of the part shown in Figure 3, uncovering the port 61 to theatmosphere. The piston 44 is also provided with -a passage 68communicating` at one end with the right hand end of the cylinder 33 asviewed in Figure 3 and adapted to communicate at its opposite end witheither the atmospheric groove 63 or vacuum groove 64, depending upon theposition of the valve 60, and being shown in Figure 3 in communicationwith the vacuum groove 64. As the parts are shown in Figure 3,therefore, the pistn will be moving toward the right, although the valveposition is somewhat exaggerated and is provided within the opening 66of the head 41 with a cylindrical enlargement 18. The space between themember 18 and the adjacent end of the opening 58 is vented to theatmosphere as at 19. Outwardly of the head 41, the rod 16 is providedwith a yoke 80 to which the rear end of the rod 24 is connected as,shown in Figures l and 3. The inner end of the yoke 88 is normallyspaced from the adjacent end of the head 41 and the same is true of thearrangement of the cylindrical enlargement 18 with respect to theadjacent end of the opening 11 in the head 41. Accordingly, the valveoperating rod is movable a sulcient distance with respect to the pistonrod to effect movement of the valv.n 6I), but the movement of the valveoperating rod is limited with respect to the piston rod to provide formanual operation for the crank arm I5 as will become apparent. The head41 and yoke 80 may be connected by a rubber or similar boot 8| toprevent dust or other foreign material l from entering the bearing 11.

it will become apparent that movement of the piston takes place withoutordinarily substantially completely uncovering of the ports 61 or 68.

The piston is recessed in one face to provide a chamber 69 and a:dexible diaphragm 10 is arranged over such face of the piston and issecured in position by a cap 1I. This cap is likewise chambered as at 12to provide a pressure space, and it will be apparent that the diaphragm10 is iniiuenced by diierential pressures in the chambers 68 and 12. Anypressure present in the right hand end oi! the cylinder 82 as viewed inFigure 3 is duplicated in the chamber 69 through a port 69' connectingthis chamber to the passage 68. Similarly, any pressure present in theleft hand end of the cylinder 33 is duplicated inthe chamber 12 througha passage y 12' communicating between such end oi the cylinder and thechamber 12. Disks 13 oi rigid material are arranged against oppositefaces o! the central portion of the diaphragm, and the disks and thediaphragm are secured toN the adjacent end of the valve V66 by a screw14. 'i

A valve operating rod 16 extends axially through the tube 56 and theright hand end of this rod as viewed in Figure 3-is connected by a pin18 to the .valve 6 6. 'I'he remote end of the head 41 is provided with'abearing opening 11 through which the rod 15` Aextends and this rod Theoperation of the apparatus is as follows: With the handle 22 in neutralposition, that is, with the crank-l arm I5 and the shiftable elementsin'neutral positions, the operator may move the handle 22 toward or awayfrom the steering` wheel, depending upon the gear selection to be made.Assuming the vehicle is at a stand still and low gear is desired, theoperator will move the handle 22 directly toward the steering wheel,which operation will axially move the rod 28 to rock the bell cranklever 26 and pull the rod 30, thus rocking the crank I4 to select thelow and reverse gear shift rail for operation. While momentarily holdingthe handle 22 in such position, the operator will move the handledownwardly and rearwardly parallel to the steering wheel, whichoperation will efrect the shift into low gear.

As soon as the handle 22 is moved downwardly and rearwardlyin the mannerindicated, the tube or rod I8 will be rocked on its axis and the arm 23will be tumed in the same direction as the handle 22, thus pushing therod 24 rearwardly. Referring to Figure 3 it will be noted that thisaction moves the valve to the right of its neutral position to connectthe left hand end of the cylinder to the atmosphere through port 61,while the left hand end ot the cylinder will be connected to the sourceof vacuum throughrpassage 68, valve groove 64. passage 66,

vacuum space 51, etc. Ihus the pistcn 44 will start to move toward theright as viewed in Figure 3, which is the same direction as the valve*,80 is being moved by the rod 15. If movement oi the valve is stopped bythe operator at any intermediate point in the movement of the handle 22,a slight additional movement of the piston 44 will cause the valve 68and the piston to assume relative neutral positions i'n which case therewill be a slight communication between both ends of the cylinder 33 andthe at- -mosphere through passages 61 and 68. Pressure thus will bebalanced in the cylinder and movement of th'e piston will be stopped.Accordingly, it will be apparent that the construction shown provides afollow-up action of the piston with respect to the valve mechanism, thepiston al- 3 will rock the arm i5 in a counterclockwiseI direction asviewed in Figures 1 and 3 to effect the shift into low gear. Movement ofthe piston 44 is accomplished' by the establishment of differentialpressures in opposite ends of the cylinder 33 and these pressures areduplicated in the chambers 69 and 12. When the piston is moving towardthe right as stated atmospheric pressure will be present in the lefthand end of the cylinder in Figure 3 and such pressure is duplicated inthe chamber 12 while the vacuum in the right hand end of the cylinder isduplicated in the chamber 69. Thus movement of the valve toward theright to effect movement of the piston in the same direction will beresisted by the differential pressures existing on opposite sides ofthediaphragm 1li.

The differential pressures required tol move the piston 4l will dependupon the resistances encountered in the shifting operation. For example,when the shift is made out of neutral position toward the low gearposition, which is the operation being considered, the motor means firstovercomes the resistance offered by the neutral detent, and thisrequires the establishment of substantial differential pressures inA theends of the cylinder 33. Corresponding relative pressures will exist inthe chambers 69 and l2, thus causing a proportionately greaterresistance to the movement of the valve 60, this rlesistance being feltby the operator through the manual connections' leading to the valve.After the resistance of the neutral detent is overcome there will be aperiod of shifting movement which takes place substantially withoutresistthe steering wheel until 4the neutral position is reached,whereupon the handle will be dropped directly away from the steeringwheel to a position reversing ythe turning movement ofthe crank Ilthrough axial movement of the tube I8 to select the second land highgear shift rail or other shiitable element for operation. The operatorwill again move the handle 22 upwardly and forwardly parallel to thesteering wheel to make the shift into second gear.v

'Ihe shift into second gear is made with the piston standingapproximately in the position shown in Figure 3 with the valve 60 pulledforwardly or to the left. as viewed in 'Figure 3 to aiford communicationbetween the vacuum groove 64 and the passage 61, and to establish ance,and immediately after the resistance of the neutral detent has beenovercomethe piston 44 will tend momentarily to move to the rightrelatively rapidly, thus quickly reducing the degree'of communicationbetween the passage 68 and the vacuum `groove 64,r while movement of thepiston tends to reduce the vacuum in the vacuum groove 64, whilereducing the pressure in theatmsspheric end of the cylinder. there willoccur `a rapid drop in differential pressures which will be duplicatedin the chambers 69 and l2 and the resistance felt by the operator willbe reduced to aproportionate extent. Y

Upon encountering the resistance of the synchronizing means, movement of.the piston will Thusv be retarded while a slight additional movement ofthe valve toward the right will again more widely open the degree ofcommunication between the right hand end of the cylinder 33 and thesource of vacuum, thus quickly dropping the pressure in the right handend of the cylinder. The pressure will immediately correspondingly dropin the chamber69, thus again offering proportionately great resistanceto the movement of the handle 22 by the operator. Accordingly, it willbe apparent that during the shifting movement described, a follow-upaction of the piston with respect to the handle 22 is provided, and theoperator will always feel a resistance to the movement of the handlewhich is almost exactly proportionate to the resistance encountered inthe shifting operation.

After the low gear position has been reached the operator will engagethe vehicle clutch, open the engine throttle and cause the vehicle toattain the desired momentum, whereupon he will disengage the clutch andmake the shift into second gear. This is accomplished by moving thehandle upwardly and forwardly parallel to communication between theairgroove 63 and the passage 68. The operation described for low gearwill be repeated except that the piston will move toward the left asviewed in Figure 3. The valve 60 will be'moving in the same directionand. differential pressures in the chambers 69 and 12 will correspondwith the pressures existing respectively in the right and left ends ofthe cylinder 33 as viewed in Figure 3, atmospheric pressure beingpresent in the chamber 69 and vacuum in the chamber 12 to resistmovement of the diaphragm 10.

After the shift has been made into s'econd gear, the vehicle clutch isdisengaged and the handle 22 is moved throughout its range of movementdirectly parallel to the steering wheel without being moved upwardly inthe neutral position. The piston M under such conditions will be movedthroughout its range of movement from the left hand "end of the cylinder33 as.

viewed in Figure 3 to the right hand end of the cylinder to assume thehigh gear position, the feel means functioning during such operation inthe same manner as the shift into low gear previously described.

- With the gears in neutral position the shift may be made into reverseby pulling the handle 22 directly toward the steering wheel and thenmoving it upwardly and forwardly parallel to the steering wheel, thevalve and piston operating under-such conditions in exactly the samemanner as for the shift into second gear. Obviously the operator willfeel the same resistance to movement of the handle 22 as for the othershifts, the feel means functioning in the same manner for all shiftingoperations.

It will be apparent that the arrangement of the valve mechanism showneliminates the necessity for a valve mechanism externally of the motorand accordingly substantially reduces the space required` for themechanism as a whole. The same is true of the embodiment of the feeldiaphragm 10 and its associated pressure chambers within the body of thepiston. It will be apparent that the present mechanism completelyeliminates the necessity for using walking beams and similar mechanicalexpedients for providing a follow-up action `of the motor piston withrespect to the shifting handle as has been true in many priorconstructions.

been such as to provide insufficient manual movement to effect movementof the shift lever associated with the transmission between its extremelimits of movement.

In the present installation it will be noted that the pivot pin 48(Figures 2 and 3) constitutes power is delivered to the crank arm i5. Ifthe ,forwar motor 32 should fail to operate for any reason, the operatorwill move the handle 22 in the usual manner to take up play betweeneither the yoke 80 or the enlargement 18 and the head 41. whereuponcontinued operation of the handle 22 will enable the operator tomanually move the shift lever I5. It will 'be apparent that during thenormal operation of the apparatus the yoke 8U moves a distancecorresponding to the distance of movement of the pivot pin 4l andobviously is free to move the same distance plus the slight additionaldistance necessary to take vup play between the parts referred to inorder to effect a manual shift in the event of a failure of power in themotor. In other words, the operation of the rod 24 for either a powershift or a manual shift takes place substantially in the same manner,.and the apparatus accordingly has been found wholly practicable formanually shifting,

when necessary, transmission shift levers which swing throughsubstantial arcs of movements.L

As previously stated. at least one motor vehicle in use today provides`a shift lever i5.which swings through an arc of |55 degrees and it hasbeen found thatesuch lever cannot be shifted to its limits of movementwith prior power shifting mechanisms, in the event ofY a failure ofpower, without providing some additional leverage means for stepping upthe manual movement to take care of the substantial swinging movement ofthe shift lever; The present apparatus perfectly takes vcare ofsuchoperating conditions.

It also will be apparent that the present apparatus requires a minimumreplacement ofr parts where installed in vehicles already provided -withmanually operable shifting mechanisms having a handle lever of the typeshown in Figure 1 arranged beneath the steering wheel 4of the vehicle.As a matter of fact it sometimes is un# necessary to replace even la.single part of the 'manual shifting mechanism in installing the presentdevice. For example, it will be apparent that if the construction shownin Figure 1 is a manual shift with the power means attached thereto, therod 24 will have been directly pivotally connected to the lever il toeKect manual' movement of the latter. 'I'he point of connection of thepower means to the lever i5, namely the pin 48, is very close to thepoint of connection of the rod 24 to th'e yoke i". In some installationsit merely is necessary to disconnect the rod 24 from the lever I5. resetthe lever I5 at a slight rearward angle to permit its connection to thepin 4l, and then pivotally connect thev rear end of the lever 24 to theyoke 8l.

In other cases, the crank arm z! (Figure 1) may be set at a slightlydifferent angle forwardly of its normal position to move the rod 24bodily end of the rod to the yoke 80 instead of to the crank I 5. Inother cases, the rear end of the rod 24 may be cut off and a new holedrilled to receive a pin for connecting it to the yoke IU, whichoperation may be quickly and easily accomplished. In still otherinstallations where the rod 24 is normally pivotally connected to theshift lever I5 by having its end turned at right angles to extendthrough the opening of the bottom of the lever, the rear end of the rodmay be cut off and bent to form a new pivot end engageable withthe yoke80.

Accordingly, it will be apparent that the presy ent device in itself isrelatively cheap to manufacture and that it requires substantially lessspace than is ordinarily required for power shifting mechanisms. It alsowill be apparent that costs are further reduced by eliminating thenecessity for replacing conventional parts of a manual shifter of thetype operable from a handle adjacent the steering wheel, and that thecost of installation, particularly as an accessory, is materiallyreduced Eby eliminating the time required, for dismantling parts of theconven-l tional manuai shifter and replacing them with other parts toadapt the power shifter for use.

As distinguished from prior mechanisms the pres, ent apparatus ismoreover particularly adapted for relatively easy and practicaloperation in effecting a manual shift in event of failure of power inthe shifting motor.

It is to be understood that the form of the invention herewith shown anddescribed is to be taken asa preferred example of the same and thatvarious changes in the shape. size andarrangement of parts may beresorted to without departing from the spirit of the. invention or thescope of the subjoined claims.

I claim: .n

1. In combination with a lever connected to a motor vehicle transmissionand movable in opposite directions from aneutral position into diierenttransmission setting positions, a differential fluid pressure motorarranged rearwardly of said lever and having ya pressure movable memberincluding a forwardly and upwardly extending tubular piston rod, aconnecting member carried by said piston rod and having pivot means forconnecting-it to said lever, a follow-up control valve mechanism forsaid motor, a man-.

ually operable mechanism including an actuating 1 valvel mechanism andwhereby manual operation of saidvalve operating rod will effect movementof said/connecting member to operate said lever upon a" failure o! powerin said motor. Y

2. In combination with an element of a motor vehicle transmissionmovable in`opposite directions from a neutral position into differenttrans- ---mis'sion setting positions, a double-acting differdly topermit the connection of therear 75 ,1) t

ential fluid pressure motor arranged rearward# ly' of said lever andhaving a4 pressure movable 'v member including a forwardly .and upwardlyextending tubular piston rod,'pivot means connect--p ing said piston rodto said transmission clement, a control valve mechanism for said motorarranged within said pressure movable member, a manually operablemechanism including a valve operating rod extending upwardly andforwardly of said lever in alinement with said piston rod and. extendingthrough said piston rod to operate said valve mechanism, said valvemechanism having two portions one of which is freely movable by saidvalve operating rod and the other of which is movable with said pressuremovable member whereby the -latter is caused to partake of a follow-upaction with respect to said manually operable mechanism, meansconstructed and arranged with respect to said manually operablemechanism and said pivot means to transmit manual movement of a portionof the former adjacent said pivot means to the latter upon a failure ofpower in said motor, and a fluid pressure operated device carried bysaid pressure movable member and subject to differential pressures inopposite ends of said motor to provide a force reaction resistingmovement of said manually operable mechanism in either direction ofmovement-thereof in accordance with resistances encountered by saidpressure movable member in moving said transmission element in eitherdirection from neutral position.

3. In combination with a lever connected to a motor vehicle transmissionand movable in opposite directions from a neutral position intodifferent transmission setting positions, a doubleacting diiferentialfluid pressure motor arranged rearwardly of said lever and having a'pressure movable member including a; forwardly and upwardly extendingpiston rod, a connecting member carried by said piston rod and havingpivot means for connecting it to said lever, a freely movable follow-upcontrol valve mechanism for said motor, a manually operable mechanismincluding an actuating rod extending upwardly and forwardly of saidlever in alinement rwith said piston rod and extending to saidconnecting -member and having means connected to said valve mechanism,means connecting` said actuating rod to said connecting member toprovide limited relative movement therebetween whereby said actuatingrod is operable independently of said connecting member to operate saidvalve mechanism and whereby manual operation of said actuating rod willeffect movement of said connecting member to operate said lever upon afailure of power in said motor, and a fluid pressure operated deviceresponsive to differential pressures in the ends of said motor andoperative for effecting a force reaction on said manually operablemechanism in either direction of movement thereoft opposing allmovements thereof.

and said valve mechanism through said piston rod, said connecting`member having an opening through which said valve operating rod isslidable and such rod having means engageable with said connectingmember to provide limited relative movement therebetween whereby saidvalve operating rod is operable Aindependently of said connecting memberto operate said valve mechanism and whereby manual operation ofsaidvalve operating rod will effect movement of said connecting memberto operate said lever upon a failure of power in said motor, and a fluidpressure operated device carried by said pressure movable member andresponsive to differential pressures in the ends of said motor, saiddevice being connected to transmit a force reaction to said manuallyoperable mechanism opposing all alinement with said piston rod anddirectly con nected to said valve operating rod, means affording a lostmotion connection between said manually operable rod and said powertransmitting connection to directly manually operate the latter in theeventl of a failure of power in said motor, and pressure responsivemeans carried by said pressure movable member and subject to pressuresin opposite ends of said motor, said pressure responsive means havingmechanical connection with said valve operating rod to transmit throughthe latter to said manually operable rod, in eitherdirection of movementthereof, a force reaction proportional to the resistance encountered bysaidv pressure movable member in either direction of movement thereof. 1

6. In combination with an elementof a motor vehicle transmission movablein opposite directions from a neutral position into differenttransmission setting positions, a differential fluid pressure motorarranged rearwardly of said lever and having a pressure movable memberincluding a forwardly and upwardly extending tubular piston rod, a headcarried by the forward end of said piston rod, a pivot pin connectingsaid head to said transmission element, a control valve mechanism forsaid motor arranged within said pressure movable member, a manuallyoperable mechanism including a valve operating rod ex'- tending upwardlyand forwardly of said lever substantially in alignment with said pistonrod 4. In combination with a lever connected to a (iQ/@nd extendingthrough d head and through motor vehicle transmission and movable inopposite directions from a neutral position into different transmissionsetting positions, a differen- A tial fluid pressure motor arrangedrearwardly of said lever and having a pressure movable mem ber includinga forwardly and upwardly extending tubular piston rod, a connectingmember carried by said piston rod and having pivot means for connectingit to said lever, a follow-up control valve mechanism for said motor, amanual- Iyoperablevmechanism including an actuating rod extendingupwardly-and forwardly of said lever in alinement with saidpiston rodand extending to said connecting member, a valve operating rod connectedbetween said actuating rod ried by said piston rod .to operate saidvalve mechanism, said valve mechanism having two portions one of whichis movable by said valve operating rod and the other of which is movablewith said pressure movable member whereby the latter is "caused topartake of a follow-up action with respect to said manually operablemechanism, a pair of elements carried by said manually oper and a fluidpressure operated device car- :lect to differential pressure in oppositeends of said motor to provide a force reaction resisting movement ofsaid manually operable mechanism in accordance with resistancesencountered by said pressure movable member in moving said transmissionelement.

'7. In combination with a lever connected to a motor vehicletransmission and movable in ops posite directions from a neutralposition into different transmission setting positions, a differentialfluid pressure motor arranged rearwardly of said lever and having apressure movable member including a forwardly and upwardly ex tendingpiston rod, a head carried by the forward end of said piston rod andhaving a pivot pin connecting it to said lever, a follow-up controlvalve mechanism for said motor, a manually operable mechanism includingan operating rod extending upwardly and forwardly of said leversubstantially in alignment with -said piston rod in the ends of saidmotor and operative for effecting a force reaction on said manuallyoperable mechanism opposing all movements thereof.

8. A fluid pressure power mechanism comprising a differential iluidpressure motor having a pressure. movable member therein and a tubularpiston rod connected to such member, a head carried by said piston rodexternally of said motor, a powerl transmitting element carried by saidhead,- afollow-up valve mechanism within said motor, an actuating rodconnected to said valve mechanism and extending through said piston rodand through said head, a manually operablel rod arranged substantiallyin axial alignment with said piston rod and directly connected to saidvalve actuating rod, said valve actuating rod having a pair of spacedenlargements afn fording limited free'movement between said actuatingrod and said head and being respectively engageable with said head tomanually operate the latter upon a failure of power in said motor, andpressure responsive means-carried by said pressure movable member andsubject to pressures in opposite ends oi said motor, said pressureresponsive means having mechanical connection with said valve actuatingrod to transmit through the latter to said manually operable rod 4aforce reaction proportional to the resistance encountered by saidpressure movable member.

HENRY W. HEY.

